Loading and unloading mechanism



Oct. 23, 1928. 1,688,828

R. c. OSGOOD LOADING ,AND UNLOADING MECHANISM Filed March 17, 1924 2 Sheets-Sheet 1 YilliWlll\ll\ill\lliiiiiiiiiiii Oct. 23, 1928. 1,688,828

R. c. OSGOOD LOADING AND UNLOADING MECHANISM Filed March 1'7, 1924 2 Sheets-Sheet 2 Patented Oct. 23, 1928.

UNITED STATES ROBERT C. OSG'OOD, OF CLABEMONT, NEW HAMPSHIRE, ASSIGNOR TO SULLIVAN MA- CHINERY COMPANY, A CORPORATION OF MASSACHUSETTS.

LOADING AND UNLOADING MECHANISM.

Application filed. March 17, 1924 Serial No. 699,883.

This invention relates to a loading and unloading mechanism particularly adapted for railroad work.

In the construction or repairing of railroads it customary to transport rails frogs, or other railroad equipment upon flat cars for distribution along the railroad where such equipment is needed and to use a suitable derrick mechanism to load or unload the same from the flat car. The usual mode of operation is to have a flat car disposed in the front and rear of a so-called rail loader car which comprises a flat car with a derrick on each end and a cabin or box similar to usual box cars disposed therebetween. Thus the derrick on each end can load or unload rails from the flat cars coupled to each end of the loader car. One of the requirements for the successful operation of such a device is that the rails may be lowered from the flat car while maintaining perfect control over the same. It is sometimes necessary to lower the same at not too great a rate of speed in consideration of safety to the workmen on the ground who must guide the rail in place during lowering. At other times it may be desired that the rail be lowered quite rapidly and then suddenly stopped. At yet other times it may be desired that the hoisting cable freely pay out as by pulling by hand or the like; while at other times it may be desirable to positively hold the rail in a suspended position. It is an object of my invention to accomplish these various functions with extremely simple means so arranged that an operator standing at a single point within the cabin or box structure may have any one of the same under his immediate control. My invention further consists in providing improved means for raising and lowering a rail from the flat car.

Another object is to provide'automatic controlling means which may be actuated to allow rapid lowering of the rail but will otherwise automatically brake the lowering of the same, there being no braking action whenever a rail is being lifted.

In the accompanying drawings I have shown for purposes of illustration one form which my invention may assume in practice.

In these drawings,-

Fig. 1 is a horizontal sectional plan view of one end of the box car enclosing my improved rail unloading control mechanism.

Fig. 9, is a side elevation showing my improved clutch operating means.

Fig. 3 is a side elevation showing the improved manually operable brake means.

Fig. 4c is a fragmentary side elevation of one end of the rail loader car with a derrick thereon shown as lifting a rail from a fiat car.

Fig. 5 is a central longitudinal sectional view illustrating the hoist structure, the view being taken on line 55 of Fig. 1.

Fig. 6 is a view taken on line 6-6 of Fig. 5 partially in section and partially in elevation showing details of the drive control mechanism and the drum.

In the illust ative form of my invention I have shown a loader car 1 of the box car type. In this particular instance the box portion 2 serves roughly as a cabin; and is somewhat shorter than the floor 3 thereof so as to leave a free space at each end of the same. Mounted upon the floor of the free ends are derrick mechanisms each of which generally described, comprises a boom 4 pivoted upon a vertical support 5. The boom 4: is adapted to be supported in any suitable manner and raised and lowered by any suitable mechanism 6 desired, but this feature does not enter into my present invention. Extending over the outer end of the boom is a lifting cable 8 adapted to carry at its lower end any suitable means for grasping a rail 9 to be lifted from a fiat car 10 coupled to each end of the loader car 4. The cable 8 extends rearwardly over a suitable sheave mounted upon the standard 5 and leads back into the cabin 2 and is operative ly connected to a hoist 11 for hauling in or paying out the same in accordance with the nature of the work.

As the characteristics of this hoist enter into the successful operation of the lowering of the rail, it will be stated to be a well known air type of hoist having a rotatable drum 12 over which the cable 8 is wound. Within the drum 12 are mounted a plurality of intermeshing rotors of the expansibl e chamber type adapted, when pressure fluid is supplied thereto for actuating the same, to be rotated in one direction. When these intermeshing rotors are forced to rotate in a reverse direction by external means, they act as a compressor but not to such an extent that the drum will be stopped. It is possible therefore to cause the mechanism which controls the operative connection between the drum 12 and the driving rotors to maintain the drum and rotors connected during lowering of the rail 9 or other equipmentsuch as rail frogs. This equipment is of suliicient weight to'cause reverse rotation of the drum 12, the same being automatically braked by the compressing action of the rtors so as to allow slow and safe lowering of the rail. It is to be noted that the hoist 11 is disposed in the central portion of the cabin 2 which has side and front windows 13 and 14 on each side of the median line of the cabin so that the operator may stand on eitherside thereof depending upon which side the rails are being loaded or unloaded from; In order that he might change from one side to the other without being inconvenienced with respect to the controlling mechanism, I have provided novel means whereby the live pressure fluid for actuating the rotorsai'id aiso the braking and drive control mechanism sometimes used in the operation of the hoist 11 may be controlled from either side of the cabin.

The hoist has a suitable drive control mechanism generally indicated at 15 controlling the connectionbetween the drum 1.2 and the fluid actuated motor therein and which is equipped with a suitable friction band 16 operated by a lever mechanism 17, herein shown as of the toggle link type having an operating arm 18. A similar friction band construction 19 is adapted to engage a braking surface 20 upon the drum 12 and which mechanism has an arm 21 similar to the arm 18. More specifically the hoist 11 comprises a U-shaped support on whichthe drum 12 is journalfed, the latter being provided with stub shafts 41 and 42 journaled in suitable bearings carried by the arms of the support 40. Enclosed within the .central section of the drum 12 is a motor of the same general type as that disclosed in the patent to Morris P. Holmes, No. 1,520,242, patented, December 23, 1924. This motor comprises a pair of rotors 43 and 44 each of which is made up of a central spur gear section and end sections, the end sections being provided with helical teeth forming intermeshing tooth blades and cooperating with the central spur gear and with the tooth blades on the other rotor to form pockets expanding in volume as the rotors rotate. The rotors are provided with suitable shafts journaled respectively in bearings carried by end' plate members 45 and 46 secured to the drum 12. The drum itself constitutes the rotor housing and is provided with bores of cylindrical shape 47 and 48,-these bores intersecting adjacent the center of the drum. Fluid pressure is supplied to the inlet chamber of the motor from a passage 49 formed in the stub shaft 42 by meansof a generally radially extending passage 50 and fluid is supplied tothe passage 49 by means of a stationary sleeve member 51 projecting into an enlarged bore 52 communicating with the opening 49, there being a sultable pack- 111g 53 provided around the sleeve member 5 1 to prevent leakage. The member 51 is formed as a part of a hollow connector member 54 which is bolted to one of the upright arms of the support member 40, the member 54 being hollow as indicated at 55 and adapted for the connection of suitable piping hereinafter described. The shaft of one of the rotors is provided at one end thereof with a spur gear 56 which meshes with a larger spur gear 57 suitably rotatably mounted within the drum. Driven by and rotatable with the gear 57 is a small spur gear 58 which meshes with a larger spur gear 59 secured to a shaft 60 extending through and journaled in an end plate 61, the opposite end of the shaft 60 being provided with a smaller spur gear 62 which in turn meshes with a driving gear 63 suitably journaled on the end plate 61. The gear 63 meshes with an internal gear 64 which constitutes an element of the drive control mechanism 15 and this gear is suitably rotatably mounted in an arm of the supporting frame. Cooperating with the gear 64 is the brake .band 16 Formed on the drum 12 is a suitable annula-r grooved flange 65 with which the brake band 19 cooperates. From the foregoing description of the driving gearing of the hoist, itwill be. understood that as the pinion 56 is rotated by the action of the fluid pressure admitted to the rotors it will serve to drive the train of gears 57, 58, 59, 62 and 63; and, if the gear 64 is free to rotate, will cause rotation thereof by reason of the fact that the load upon the drum will tend to prevent the latters rotation. If, however, the internal reaction gear 64 is held against rotation bymeans of the brake band 16 the gear will travel around the internal gear and will cause rotation of the drum as a whole. i i v The live pressure fluid for operating the hoist can be supplied from any suitable compressor meclranism. This mechanism may comprise the usual air brake compressor or if desired could be an individual compressor. The compressor mechanism is adapted to pump fluid into receivers 22 or other storage tanks carried within the cabin and to which is connected a pipe 23 terminating in two parallel transverse pipes 24 and 25 which at theirother end terminate in a single pipe 26 leading to the air inlet of the hoist 11. Disposed within the pipes 24 and 25 adjacent opposite sides of the cabin are valves 27 and28 respectively. In order to likewise control the brake and drive control mechanism from either side of the cabin, I have provided control pedals 29 mounted. upon opposite ends of a transverse rock shaft 30 carrying an arm 31 connected to the control arm 18 as by a link 32. The driver control mechanism 15 is normally held in drive position as by a spring connected to an arm 34 also fixed upon the rock shaft 30. There are also provided brake operating handles disposed adjacent each side of the cabin and mounted upon opposite ends of a rock shaft 86 which carries an arm 37 connected to the arm 21 by a link 88, any suitable vertically disposed guiding means 39 being used to support the handle 35 during pivotal move ment thereof.

In the operation of my device it will be assumed that the brake is released, the drive control mechanism is in drive position, and that a rail is about to be lifted from the flat car 10, in which case the operator, we will say, is on the side of the car adjacent the valve 27 and will accordingly turn the same to alloy fiow of fluid to the drum and thereby elevate the rail. The valve 28 being closed,

flow of fluid is through pipe 24. When the rail has risen a sufficient distance it will be swung from the flat car 10, which could take place while the rail was still rising. A soon as the same is clear of the side of the flat ear, the valve could be shut off which would allow immediate lowering of the rail 9, the lowering being comparatively rapid but not so rapid as to be unsafe, due to the automatic braking feature of the motor, as previously described. If, however, it is desired to hold the rail in a suspended position, the operator will grasp the handle 35 and apply the brake 19. If, however, it should be desired to lower the rail quite rapidly or allow the cable to be pulled out by hand, the operator will step on the pedal 29 and release the brake 16, such an action cutting out the auton'iatic braking feature of the drum motor to allow free paying out of the cable 8. Obviously, if it is desired to control the lowering entirely by the brake, the drive control mechanism can be released and the valve 2'7 shut 0d which leaves control entirely to the operation of the hand operated brake lever 35. If the operation is on the opposite side of the cabin the valve 27 will be shut off while the valve 28 is operated along with the associated brake and drive control lever.

It will thus be seen that by my improved arrangement of control mechanisms live pressure fluid can be supplied from a single source, yet controlled from two independent positions of the operator at which positions there are also disposed readily accessible drive control and brake operating members.

lVhile I have in this application specifically described one form which my invention may assume in practice, it will be understood that this form of the same is shown for purposes of illustration and that the iveution may be modified and embodied in various other forms without departing from its spirit or the scope of the appended claims.

WVhat I claim as new and desire to secure by Letters Patent is:

1. The combination with a hoisting mechanism having a winding drum, a brake cooperating with said drum, a driving motor for said drum, and means for controlling the drive of said drum by said motor, of means for independently controlling said brake, said drive control means and said 1110 tor including separate control elements for each arranged at each end of said drum whereby the operator may independently con trol the drum brake, the drive control means, or the motor while stationed at either end thereof.

2. The combination with a hoisting mechanism having a winding drum, a brake cooperating with said drum, a driving motor for said drum, and means for controlling the drive of said drum by said motor, of means for ii'idepcndently controlling said brake and said drive control means including separate control elements arranged at each end of the drum, and controlling means for said motor including control elements arranged at each end of said drum adjacent said first mentioned control elements, said controlling elements being so arranged t-hatthe operator may independently control the drum brake, the drive control means or the motor while stationed at either end of the hoist.

8. The combination with a hoisting mech anism having a winding drum, brake mechanism cooperating with said drum, a driving motor for said drum, and means for controlling the drive of said drum by said motor, of means for independently controlling said brake mechanism and said drive control means including rock shafts disposed sub stantially parallel to the drum axis, means for operatively connecting one of said shafts to the brake mechanism and the other shaft to the drive control means, and separate operating levers for said shafts disposed at each end thereof, and means for controlling said motor including operating elements disposed at each end of said drum adjacent said operating levers.

4-. The combination with a hoisting mechanism having a winding drum, brake mechanism cooperating with said drum, a driving motor for said drum, and means for controlling the drive of said drum by said motor, of means for independently controlling said brake mechanism and said drive control means including rock shafts disposed substantially parallel to the drum axis, means for operatively connecting one of said shafts to the brake mechanism and the other shaft to the drive control means, separate operating levers for said shafts disposed at each end thereof, and means constantly urging the drive control shaft in a direction to apply the same, and means for controlling said motor including operating elements disposed at each end of said drum adjacent said operating levers.

5. The combination with a hoisting mechanism having a Winding drum, brake mechanism cooperating with said drum, a pressure fluid driving motor for said drum, and means for controlling the drive of said drum by said motor, of meansfor independently controlling said brake mechanism and said drive control means including rock shafts disposed substantially parallel to the drum axis, means for operatively connecting said shafts respectively to the brake and drive control mechanism, and operating levers for said shafts disposed at each end thereof, and means for conducting fluid pressure to said motor including parallel supply pipes extending substantially parallel to the drum axis and connected at their ends, the said connections leading one to the motor and the other to a source of fluid supply, and a valve in one of said pipes at one end thereof and a valve in the other of said pipes at the opposite end thereof.

6. In combination, a hoisting mechanism having a Winding drum, brake mechanism cooperatin with said drum, a driving motor for said c rum, and means for controlling the drive of said drum by said motor, means for independently controlling said brake mechanism and said drive control means including rock. shafts disposed substantially parallel to the drum axis, means for operatively connecting said shafts respectively to the brake mechanism and drive control means, operating levers for said shafts disposed at each end thereof, and means for conducting fluid pressure to said motor including parallel sup ply pipes extending substantially parallel to the drum axis, a valve in one of said pipes at one end: thereof and a valve in the other of said pipes at the opposite end thereof.

In testhnonywvhereof I aflix my signature.

RGBERT C. OSGOOD. 

